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Shifting from fossil fuels to clean alternative fuel options such as hydrogen is an essential step in decarbonising the road freight transport sector and facilitating an efficient transition towards zero-emissions goods distribution of the future. Designing an economically viable and competitive Hydrogen Supply Chain (HSC) to support and accelerate the widespread adoption of hydrogen powered Heavy Goods Vehicles (H 2 -HGVs) is, however, significantly hindered by the lack of the infrastructure required for producing, storing, transporting and distributing the required hydrogen. This paper focuses on a bespoke design of a hydrogen supply chain and distribution network for the long-haul road freight transportation in the UK and develops an improved end-to-end and spatially-explicit optimisation tool to perform scenario analysis and provide important first-hand managerial and policy making insights. The proposed methodology improves over existing grid-based methodologies by incorporating spatially-explicit locations of Hydrogen Refuelling Stations (HRSs) and allowing further flexibility and accuracy. Another distinctive feature of the method and the analyses carried out in the paper pertains to the inclusion of bulk geographically agnostic, as well as geological underground hydrogen storage options, and reporting on significant cost saving opportunities. Finally, the curve for H 2 -HGVs penetration levels, safety stock period decisions, and the transport mode capacity against hydrogen levelized cost at pump have been generated as important policy making tools to provide decision support and insights into cost, resilience and reliability of the HSC. [ABSTRACT FROM AUTHOR]

Hydrogen energy technologies are envisioned to play a critical supporting role in global decarbonisation. While low-carbon hydrogen is primarily targeted for reducing industrial emissions, alongside decarbonising parts of the transport sector, environmental benefits could also be achieved in the residential context. Presently, gas-dependent countries such as Japan and the United Kingdom are assessing the feasibility of deploying hydrogen home appliances, as part of their national energy strategies. However, prospects for the transition will hinge on consumer acceptance, alongside an array of other socio-technical factors. To support potential ambitions for large-scale and sustained technology diffusion, this study advances a Unified Theory of Domestic Hydrogen Acceptance. Through an integrative, comparative literature review targeting hydrogen and domestic energy studies, the paper proposes a novel Domestic Hydrogen Acceptance Model (DHAM), which accounts for the cognitive and emotional dimensions of human perceptions. Through this dual interplay, the proposed framework can increase the predictive power of hydrogen acceptance models. [Display omitted] • A unified theory of domestic hydrogen acceptance is proposed. • Researchers should integrate multiple acceptance constructs into survey studies. • Comprehensive perceived risks, costs, and benefits predict attitudes toward hydrogen. • Cognitive and emotional processes influence perceptions of hydrogen homes. • Community-level factors should be incorporated into hydrogen acceptance research. [ABSTRACT FROM AUTHOR]

The UK government aims to transition its modern natural gas infrastructure towards Hydrogen by 2035. Since hydrogen is a much lighter gas than methane, it is important to understand the change in parameters when transporting it. While most modern work in this topic looks at the transport of hydrogen-methane mixtures, this work focuses on pure hydrogen transport. The aim of this paper is to highlight the change in gas distribution parameters when natural gas is replaced by hydrogen in the existing infrastructure. This study uses analytical models and computational models to compare the flow of hydrogen and methane in a pipe based on pressure loss. The Darcy-Weisbach and Colebrook-White equations were used for the analytical models, and the k- ε model was used for the computational approach. The variables considered in the comparison were the pipe material (X52 Steel and MDPE) and pipe diameters (0.01m–1m). It was observed that hydrogen had to be transported 250–270% the velocity of methane to replicate flow for a fixed length of pipe. Furthermore, it was noted that MDPE pipes has 2–31% lower pressure losses compared to X52 steel for all diameters when transporting hydrogen at a high velocity. Lastly, it was noted that the analytical model and computational model were in agreement with 1–5% error in their findings. [Display omitted] • Hydrogen is expected to replace methane by 2035 for domestic heating applications. • Analytical and computational models were used to compare flow of hydrogen and methane. • Hydrogen velocity must be up to 2.7 times faster than methane to replicate flow. • MDPE pipes showed lower pressure losses than steel pipes due to reduced roughness. [ABSTRACT FROM AUTHOR]

In the debate on the decarbonisation of heat, renewable electricity tends to play a much more dominant role than green gases, despite the potential advantages of gas in terms of utilising existing transportation networks and end-use appliances. Informed comparisons are hampered by information asymmetry; the renewable electricity has seen a huge grid level deployment whereas low-carbon hydrogen or bio-methane have been limited to some small, stand-alone trials. This paper explores the regulatory and commercial challenges of implementing the first UK neighbourhood level 100% low-carbon hydrogen demonstration project. We draw on existing literature and action research to identify the key practical barriers currently hindering the ability of strategically important actors to accelerate the substitution of natural gas with low carbon hydrogen in local gas networks. This paper adds much needed contextual depth to existing generic and theoretical understandings of low-carbon hydrogen for heat transition feasibility. The learnings from pilot projects, about the exclusion of hydrogen calorific value from the Local Distribution Zone calorific value calculation, Special Purpose Vehicle companies, holding of liability and future costs to consumers, need to be quickly transferred into resilient operational practice, or gas repurposing projects will continue to be less desirable than electrification using existing regulations, and with more rapid delivery. • This paper explores barriers for the first UK 100% hydrogen distribution project. • Learnings from pilot projects need to be transferred into UK operational practice. • Existing regulations present barriers to gas distribution innovation projects. [ABSTRACT FROM AUTHOR]

Hydrogen has been identified as a potential gamechanger and ambitious national targets have been announced by many governments around the world. However, the lack of clear policy signals at the country level remains a barrier and significant cost reduction progress is unlikely to be made unless the issue is addressed. The paper aims to assess whether current UK energy policies support an economic case for low-carbon and competitive H2 production. A financial model is developed for hypothetical H2 projects based in the UK. Price assumptions are assigned to a specific set of policies in combination with the key technical considerations for H2 production and estimated return. The study concludes that H2 development featuring electrolysers or carbon capture and storage cannot rely on market forces alone to reach full commercialisation and competitiveness in the UK. While policies improve the economic case for H2 in some key areas, existing frameworks are not ambitious enough to advance the transition to low carbon options such as Blue and Green H2. Moreover, current policies do not sufficiently disincentivise investments in emission-intensive alternatives. • Explore potential for power-to-gas and steam methane reforming H2 with CCS in the UK. • Consider how current energy policy impacts the economics of both H2 production types. • Power-to-gas H2 can profit from security of supply policies and market-based support. • Blue H2 represents high-risk investment due to depleting domestic gas resources. • Current carbon price is too low to stimulate investment in low-carbon H2 projects. [ABSTRACT FROM AUTHOR]

Due to the fast growth of the Hydrogen Fuel Cell Vehicle (HFCV) market, the chances of these vehicles being involved in road crashes is also likely to increase. However, to date, studies into the Emergency Responders' perceptions of the HFCV have been limited. This paper investigates such perceptions of HFCVs through the interviews with firefighters. Through a pilot study results, initial findings suggest that firefighters are the ones who work next to the HFCV in post-crash scenarios, hence, they can provide more insightful information. As a result, 19 themes regarding their perceptions were discovered. The results show that the firefighters have different perceptions of the HFCV regarding the "economic cost". Further analysis indicates the contradictions in their perceptions, and also shows they had more concerns about rescue-oriented safety rather than the fire-oriented safety. Finally, recommendations to address these concerns are discussed as well as the political implications of the results. • Emergency Responder's perception of the HFCV has been revealed. • Fire and Rescue Service (FRS) is the core when dealing with the HFCV incidents. • The FRS interprets the economic cost in terms of the local business continuity. • Contradictions occur in their perception, which caused by their knowledge level. • More concerns about rescue-oriented safety rather than the fire-oriented safety. [ABSTRACT FROM AUTHOR]

The first applications of hydrogen in a natural gas grid will be the admixing of low concentrations in an existing distribution grid. For easy quality and process control, it is essential to monitor the hydrogen concentration in real time, preferably using cost effective monitoring solutions. In this paper, we introduce the use of a platinum based hydrogen sensor that can accurately (at 0.1 vol%) and reversibly monitor the concentration of hydrogen in a carrier gas. This carrier gas, that can be nitrogen, methane or natural gas, has no influence on the accuracy of the hydrogen detection. The hydrogen sensor consists of an interdigitated electrode on a chip coated with a platinum nanocomposite layer that interacts with the gas. This chip can be easily added to a gas sensor for natural gas and biogas that was already developed in previous research. Just by the addition of an extra chip, we extended the applicability of the natural gas sensor to hydrogen admixing. The feasibility of the sensor was demonstrated in our own (TNO) laboratory, and at a field test location of the HyDeploy program at Keele University in the U.K. [Display omitted] • A platinum based hydrogen sensor was developed showing full reversibility. • It operated at room temperature without any hysteresis. • Hydrogen detection in natural gas was demonstrated between 0.1 and 30 vol%. • The hydrogen sensor can be easily combined with a full gas composition sensor. [ABSTRACT FROM AUTHOR]

Abstract Hydrogen can compensate for the intermittent nature of some renewable energy sources and encompass the options of supplying renewables to offset the use of fossil fuels. The integrating of hydrogen application into the energy system will change the current energy market. Therefore, this paper deploys the life cycle cost analysis of hydrogen production by polymer electrolyte membrane (PEM) electrolysis and applications for electricity and mobility purposes. The hydrogen production process includes electricity generated from wind turbines, PEM electrolyser, hydrogen compression, storage, and distribution by H 2 truck and tube trailer. The hydrogen application process includes PEM fuel cell stacks generating electricity, a H 2 refuelling station supplying hydrogen, and range extender fuel cell electric vehicles (RE-FCEVs). The cost analysis is conducted from a demonstration project of green hydrogen on a remote archipelago. The methodology of life cycle cost is employed to conduct the cost of hydrogen production and application. Five scenarios are developed to compare the cost of hydrogen applications with the conventional energy sources considering CO 2 emission cost. The comparisons show the cost of using hydrogen for energy purposes is still higher than the cost of using fossil fuels. The largest contributor of the cost is the electricity consumption. In the sensitivity analysis, policy supports such as feed-in tariff (FITs) could bring completive of hydrogen with fossil fuels in current energy market. Highlights • 'Green hydrogen' production cost is calculated on a remote archipelago in UK. • Hydrogen is produced by water electrolyser powered by wind energy. • Hydrogen energy applications include electricity and mobility. • The cost of hydrogen applications are compared with conventional energy supply. [ABSTRACT FROM AUTHOR]

Fuel cell cehicles (FCVs) have clear societal and environmental benefits and can help mitigate the issues of climate change, urban air pollution and oil dependence. In order for FCVs to have the biggest impact on these issues they need to be employed in large numbers. First, though, they need to be adopted by consumers. Their acceptance depends on positive consumer attitudes towards the vehicles. Currently there is a limited understanding within the literature on how consumers perceive FCVs and what the likelihood of adoption by consumers would be, despite significant governmental and organisational investments into the technology. Therefore this study assesses consumer attitudes towards FCVs in the United Kingdom. 81 persons drove a Hyundai FCV at the Low Carbon Vehicle Event in September 2015 of which 30 took part in this study. The results show that at present FCVs are perceived mostly as being similar to incumbent internal combustion engine vehicles. This is an admirable technical achievement, however in order for consumers to adopt FCVs they will need to be perceived as having distinctive benefits. Two significant barriers to the adoption of FCVs are observed in this sample: high costs and lack of refuelling infrastructure. This paper goes on to make suggestions on how and which beneficial attributes of the vehicles can be promoted to consumers and also makes suggestions on how the barriers can be overcame so that FCVs will be adopted by consumers. [ABSTRACT FROM AUTHOR]

This paper presents the optimal design and operation of integrated wind-hydrogen-electricity networks using the general mixed integer linear programming energy network model, STeMES (Samsatli and Samsatli, 2015). The network comprises: wind turbines; electrolysers, fuel cells, compressors and expanders; pressurised vessels and underground storage for hydrogen storage; hydrogen pipelines and electricity overhead/underground transmission lines; and fuelling stations and distribution pipelines. The spatial distribution and temporal variability of energy demands and wind availability were considered in detail in the model. The suitable sites for wind turbines were identified using GIS, by applying a total of 10 technical and environmental constraints (buffer distances from urban areas, rivers, roads, airports, woodland and so on), and used to determine the maximum number of new wind turbines that can be installed in each zone. The objective is the minimisation of the total cost of the network, subject to satisfying all of the demands of the domestic transport sector in Great Britain. The model simultaneously determines the optimal number, size and location of each technology, whether to transmit the energy as electricity or hydrogen, the structure of the transmission network, the hourly operation of each technology and so on. The cost of distribution was estimated from the number of fuelling stations and length of the distribution pipelines, which were determined from the demand density at the 1 km level. Results indicate that all of Britain's domestic transport demand can be met by on-shore wind through appropriately designed and operated hydrogen-electricity networks. Within the set of technologies considered, the optimal solution is: to build a hydrogen pipeline network in the south of England and Wales; to supply the Midlands and Greater London with hydrogen from the pipeline network alone; to use Humbly Grove underground storage for seasonal storage and pressurised vessels at different locations for hourly balancing as well as seasonal storage; for Northern Wales, Northern England and Scotland to be self-sufficient, generating and storing all of the hydrogen locally. These results may change with the inclusion of more technologies, such as electricity storage and electric vehicles. [ABSTRACT FROM AUTHOR]